Line 3 Scarborough

Line 3 Scarborough

Company type	Rapid transit line
Industry	Public transportation
Founded	1985
Defunct	2023
Headquarters	Toronto , Canada
Area served	Scarborough, Toronto, Ontario, Canada
Products	Rapid transit service
Owner	Toronto Transit Commission

Line 3 Scarborough, initially referred to as Scarborough RT (commonly called the SRT), was a medium-capacity rapid transit route within the Toronto subway network, managed by the Toronto Transit Commission in Toronto, Ontario, Canada. This line operated over approximately 6.4 kilometers of predominantly elevated track in eastern Scarborough, linking with Line 2 Bloor–Danforth at and concluding service at . Prior to its shutdown in July 2023, the line recorded an annual ridership close to 4.72 million passengers.

The service utilized smaller, semi-automated medium-capacity trains classified as the TTC's S series, which were based on the Intermediate Capacity Transit System (ICTS) Mark I technology developed by the Urban Transportation Development Corporation (UTDC). These vehicles, powered by linear induction motors, operated on standard gauge tracks, distinguishing them from other TTC subway and streetcar lines that run on Toronto’s unique track gauge.

Since its inauguration in 1985, the line underwent minimal modifications and included two stations noted for having some of the lowest usage within the system. Starting in the late 2000s, Toronto City Council engaged in discussions regarding options to upgrade or replace this line, considering alternatives such as transforming the corridor into a light rail transit route or extending Line 2 Bloor–Danforth. In 2013, council approved a plan to extend Line 2 by three stations to supplant Line 3 via a new alignment. However, budget limitations in 2016 led to scaling back this proposal to a single-station extension with an anticipated completion date around 2026. In 2019, Premier Doug Ford restored the full three-station Scarborough subway extension plan with provincial funding secured and aimed for completion by 2030.

The TTC had intended to phase out Line 3 in November 2023, substituting service with shuttle buses until the extended Line 2 became operational near 2030. Nonetheless, a derailment incident in July 2023 prompted an early and permanent closure four months ahead of schedule. By early that year, initiatives were underway to repurpose a section of Line 3’s corridor between Kennedy and Ellesmere stations into an exclusive busway, featuring a new stop close to Mooregate Avenue / Tara Avenue. This bus-only route is targeted for completion by 2025.

Name

From its opening in 1985 through to 2015, the route was commonly identified as the "Scarborough RT" or simply "SRT," where "RT" stood for "rapid transit." The official TTC website and the 2014 Ride Guide referred to it as Scarborough Line. In October 2013, TTC introduced numbered designations for rapid transit lines to facilitate easier identification; this line was assigned number 3, marking it as the third rapid transit corridor within the system. Updated signage reflecting this numbering was installed starting March 2014. By 2015, the name was streamlined to "Line 3 Scarborough."

Proposal and construction

In 1972, the Government of Ontario initiated the GO-Urban project aimed at establishing an intermediate-capacity transit system across suburban areas of Toronto, particularly Scarborough and Etobicoke. This plan originally involved deploying the experimental Krauss-Maffei Transurban technology. However, development halted after West Germany withdrew its financial support. Subsequently, GO-Urban adapted select technologies from Transurban to develop a more straightforward steel-wheeled ICTS system.

At the same time, the TTC planned network expansion through new streetcar lines employing larger Canadian Light Rail Vehicles (CLRV). The Ontario government—responsible for overseeing GO Transit—mandated that TTC implement the ICTS technology on one planned streetcar extension project serving Scarborough. Initially resistant due to cost concerns and suitability doubts, TTC reversed its position after Ontario threatened to withdraw its commitment to cover 75% of project costs.

At Kennedy station, traces of the original streetcar infrastructure remain visible today, including low-level platforms beneath current high-level ones. The former streetcar loop was replaced with a single-track crossover since ICTS vehicles did not require turning and were unable to safely navigate tight loops. Ontario’s objective was to promote its new transit technology initially designed for GO Transit’s proposed urban service called GO-ALRT (1982). When regulatory changes removed GO Transit’s need for this system, provincial efforts shifted toward marketing it to other transit operators as a means of recouping development expenses.

Opening and service

The Scarborough line, initially launched as the Scarborough RT, welcomed invited guests on March 22, 1985, with public revenue operations commencing two days afterward. Three years following its inauguration, the TTC undertook renovations at Kennedy station—the southwestern terminus—where the original looped turnaround track, designed for single-direction streetcars but incompatible with the bi-directional ICTS vehicles, was replaced by a single terminal track. This adjustment created a near-Spanish solution featuring distinct boarding and alighting platforms, although during off-peak times, the boarding side also accommodates disembarking passengers.

Approaching the end of its operational lifespan, the TTC lowered service frequency in September 2012 to reduce wear on the aging vehicles and infrastructure.

In 2015, to prolong the line’s usability until its eventual replacement with new rail technology, the TTC refurbished the fleet. This included applying blue vinyl wraps adorned with the line’s number 3, a schematic diagram, and the TTC emblem. The original "RT" branding was removed except when wraps were temporarily absent. Interior enhancements involved upgrading to colored velour seating.

By December 13, 2016, Presto fare gates were installed at Lawrence East station, marking full Presto-enabled access across all stations along the route.

On April 18, 2017, Bombardier received a $6.8 million contract from the TTC to address corrosion issues beneath S-series car floors. Without this maintenance, structural deterioration could have prevented these cars from remaining in service until their planned replacement in 2026 by the Scarborough Subway Extension. As a result of these repairs, service was reduced from six four-car trains to five.

Closure

On July 24, 2023, a train on Line 3 Scarborough experienced a derailment just south of Ellesmere station, injuring five out of 45 passengers aboard. The TTC suspended operations pending an investigation and expedited preparations for replacement bus services. On August 24, 2023, it was announced that the line would remain closed until its scheduled November shutdown. By late September, investigations revealed that loose bolts securing the linear induction rail had caused it to lift and collide with the last car, leading to the derailment.

Replacement bus shuttles were immediately deployed along Line 3’s closed stations. On September 3, 2023, route 903 Kennedy–Scarborough Centre Express took over from shuttles, operating in dedicated lanes but bypassing several closed stops. Effective November 19, 2023, eight bus routes were extended from Scarborough Centre to Kennedy station to eliminate transfers onto route 903.

A report released on November 30, 2023 by consulting firm SYSTRA concluded that maintenance practices on Line 3 prior to the derailment were insufficient and that track inspection personnel lacked adequate experience in recognizing operational hazards.

Starting October 4, 2024, EllisDon commenced dismantling Line 3 tracks between Eglinton Avenue and north of Ellesmere station in preparation for constructing a new busway.

Farewell event

A commemorative farewell gathering for Line 3 was held at Scarborough Centre station on September 23, 2023—two months following the line’s closure. The occasion featured trains on display, refreshments, a photo booth area, and posters showcasing archival images and trivia about the line.

Rolling stock

The Scarborough line operated with seven trainsets, each consisting of four cars, developed by the Urban Transportation Development Corporation (UTDC), originally an Ontario Crown agency that was later acquired by Bombardier Transportation. This technology, termed Intermediate Capacity Transit System (ICTS), saw limited deployment outside Toronto; its only other early adopters were Vancouver's SkyTrain and Detroit's People Mover. Bombardier eventually revamped the ICTS design by introducing longer cars aimed at international markets, renaming the system "Advanced Rapid Transit" (ART) and later branding it as Innovia Metro.

One of the system’s unique attributes was the employment of linear induction motors, which drove the trains through the interaction of alternating flat magnets with an aluminum reaction rail centered along the track. This approach minimized mechanical components and lowered upkeep expenses while allowing trains to ascend steeper inclines without wheel slippage. Additionally, the motors generated a slight lifting force that reduced electrical contact problems.

Instead of a traditional third rail, power was delivered via separate positive and negative rails positioned on one side of the track. The train bogies were equipped with oversized flanges to keep alignment steady during the slight lifting motion.

Line 3’s trains incorporated one of the earliest automated control systems using Standard Elektrik Lorenz’s "SelTrac IS" technology (currently managed by Thales Rail Signalling Solutions). Despite full automation capabilities, operators remained onboard due to union resistance and public concerns; their responsibilities included system monitoring and door operation. Automated audio announcements for upcoming stops were introduced in January 2008, featuring the voice of TTC employee Susan Bigioni.

In June 2024, the Detroit People Mover announced plans to acquire 12 Mark I trainsets (24 vehicles) along with Line 3 equipment to replace their aging fleet and provide spare parts. The integration process was expected to take more than 18 months. Two cars from Line 3 were preserved at the Halton County Radial Railway Museum, and another was donated to the Toronto Zoo.

Track

Line 3 utilized a five-rail direct fixation track system energized by a central induction or "reaction rail" positioned between the running rails at rail height. Two side rails carried +300V and −300V DC power respectively, combining for a total voltage of 600 volts. Unlike Line 2 Bloor–Danforth, which operated on the broader Toronto gauge, Line 3 used standard gauge consistent with ICTS specifications, preventing any equipment interchange between these lines.

Route

The route of Line 3 formed an inverted L shape heading north from Kennedy station, running parallel to Canadian National Railway / GO Transit’s Stouffville line tracks between Kennedy Road and Midland Avenue (approximately 4 km) up to Ellesmere Road; then turning eastward through Scarborough City Centre toward McCowan Road. The north-south portion ran at grade alongside the Stouffville line, while the shorter east-west segment was predominantly elevated, including at Kennedy station. North of Ellesmere station, the line briefly went underground to pass beneath the Stouffville tracks before rising again toward McCowan station. Only Kennedy and Scarborough Centre stations were equipped with accessible elevators due to their status as the busiest stops.

Outside operating hours (2 a.m. to 6 a.m., extended until 8 a.m. on Sundays), service along this corridor was maintained by the 302 Kingston Rd-McCowan Blue Night bus route, which connected with other transit lines at Bingham Loop. This night bus service has continued following Line 3’s closure. During peak periods, trains ran every 4 to 5 minutes, while off-peak intervals ranged from 5 to 6 minutes.

Operations

The TTC operated between five and six trains on Line 3, each composed of four cars, summing up to a total fleet of 28 vehicles. Due to the lack of crossovers along the route, trains were only able to reverse direction at the terminal stations, which prevented the possibility of short-turn operations.

In earlier years, during severe winter conditions, the TTC deployed "storm trains" overnight on Line 3 to prevent ice accumulation on the power rails and to apply anti-freeze treatments. However, starting from the winter season of 2018–2019, the TTC altered this approach by proactively suspending Line 3 service approximately two hours before anticipated storms and substituting train operations with bus services. For instance, ahead of the February 2, 2022 storm, all train service on Line 3 was replaced by a fleet of 25 buses.

The S-series ICTS trains used on Line 3 were housed and serviced at McCowan Yard, located east of McCowan station. While routine maintenance tasks were performed onsite, major repairs necessitated transporting the cars by truck to Greenwood Yard on Line 2, due to differences in track gauge and propulsion technology between the lines.

Future

Following the 2006 revitalization and expansion study for Line 3, discussions regarding its substitution with alternative transit options—specifically light rail versus subway—intensified in the late 2000s. As of , the plan involves replacing Line 3 with the three-stop Scarborough Subway Extension of Line 2, which will run from Kennedy station to Sheppard Avenue, including intermediate stops at Lawrence Avenue and Scarborough Town Centre. This extension is projected for completion between 2029 and 2030 and follows a distinct alignment from that of Line 3. The Ontario government has pledged full funding for this $5.5-billion initiative. In February 2021, the TTC recommended permanently closing Line 3 by 2023 and providing bus service until the Scarborough Subway Extension becomes operational. Portions of Line 3’s former right-of-way may subsequently be transformed into parkland.

Revitalization and expansion

A study conducted in 2006 proposed upgrading Line 3 to accommodate larger Innovia Metro Mark II vehicles at an estimated cost of $190 million (in 2006 dollars), which would require an eight-month suspension of service. Additionally, $170 million was projected for acquiring new rolling stock. Modifications included reconstructing a tunnel curve north of Ellesmere station to fit Mark II vehicles—a cost that was initially overlooked in the budget. The TTC board approved this upgrade plan on August 30, 2006; however, it was ultimately abandoned. Extending Line 2 Bloor–Danforth directly to Scarborough Centre was found neither economically viable nor justified.

In November 2015, Richard Soberman, a transportation consultant and professor emeritus at the University of Toronto, argued that procuring new vehicles for Line 3 would be considerably more cost-effective and expedient than extending Line 2 northeastward from Kennedy station. He highlighted that these savings would compensate for issues such as Mark II cars’ incompatibility with existing track geometry and the high costs associated with building a fully segregated right-of-way to Sheppard Avenue—where connections could be made to either a proposed Line 4 Sheppard extension or the Sheppard East LRT.

Alternate Transit Replacement

In 2010, the TTC alongside the City of Toronto finalized an environmental assessment to transform Line 3 into a light rail transit (LRT) system and extend it from McCowan to Malvern. This plan included potential new stops at Bellamy Road, Centennial College’s Progress Campus, Sheppard Avenue, and possibly Brimley Road.

Originally, the concept was to merge this line with the Eglinton Crosstown LRT (Line 5) under the name "Eglinton–Scarborough Crosstown line." Nevertheless, Metrolinx advanced with converting Line 3 to light rail and extending it only as far as Sheppard Avenue, incorporating one intermediate station at Centennial College. The existing line was intended to cease operation following the 2015 Pan American Games, aiming for project completion by 2020. In January 2013, Infrastructure Ontario issued a request for qualifications to shortlist contractors for both this project and the Eglinton Crosstown line. Subsequently, the Eglinton Crosstown was officially designated as Line 5 Eglinton with an orange colour code.

In June 2013, Toronto City Council considered an alternative approach: replacing Line 3 with a northward extension of Line 2 Bloor–Danforth along a separate corridor. Metrolinx cautioned that it would halt progress on the Scarborough segment due to council’s deviation from the original LRT agreement. The subway alternative was projected to cost between $500 million and $1 billion more than converting Line 3 to a light rail system compatible with Eglinton Crosstown vehicles. Scarborough councillors contended that opting for LRT would marginalize residents, treating them as "second-class citizens."

Two competing subway proposals surfaced: TTC chair Karen Stintz suggested extending Line 2 eastward then northward, including stations at Lawrence Avenue/McCowan (serving Scarborough Hospital), Scarborough Town Centre, and Sheppard Avenue East/McCowan Road with a connection to the Sheppard East LRT. In contrast, Transportation Minister Glen Murray proposed extending Line 2 along the current Line 3 alignment terminating at Scarborough Town Centre, featuring only two stations and no direct link to the Sheppard East LRT. Murray’s plan necessitated relocating Kennedy station due to track curvature issues and required a complete shutdown during construction.

On October 8, 2013, Toronto City Council narrowly approved the Stintz plan with a 24–20 vote to proceed with a three-station extension of Line 2.

Had the rejected LRT plan been implemented in 2013, it would have served approximately 47,000 residents within walking distance across seven stops. The approved three-stop subway extension covers a shorter distance and serves between 14,000 and 20,000 residents. Cost estimates stood at $1.48 billion for the LRT option versus $3.56 billion for the subway extension, both figures subject to later increases.

Transitioning Line 3 to light rail required a full shutdown of service; conversely, extending Line 2 could initially advance without disrupting existing Line 3 operations—a significant advantage highlighted around 2013. The TTC had projected that Line 3 could function until 2026; however, in February 2021, it recommended replacing Line 3 with bus service, negating this benefit. The subway alternative also eliminates transfers at Kennedy station.

In June 2016, city planners proposed cutting two of the three planned stops on the Scarborough Subway Extension—those at Lawrence Avenue and Sheppard Avenue—to finance a potential Crosstown East LRT extension. This scaling back increased cost estimates for the one-stop subway extension to $3.2 billion while leaving funding for the Crosstown East LRT unresolved. Councillor Josh Matlow spearheaded efforts advocating for abandoning the subway extension in favour of financing two LRT lines featuring a total of 24 stops within Scarborough. TTC CEO Andy Byford indicated that LRT costs might have escalated to $3 billion due to delays and redesigns, although TTC cautioned about uncertainties in these projections. Byford later admitted some delay-related expenses were overstated. Former TTC chief Michael Warren estimated that an LRT could have been completed by 2020 at approximately $1.8 billion—a figure not presented during council discussions. Metrolinx refuted claims of spatial conflicts north of Kennedy station between GO service expansions and an LRT line. On July 13, council decisively rejected Matlow’s proposal by roughly a two-to-one margin.

Councillor Glenn De Baeremaeker supported proceeding with the subway extension as it offered Scarborough residents equitable access to Toronto’s subway network. Mayor John Tory expressed concerns that shifting from subway plans to LRT could postpone transit improvements and jeopardize senior government funding commitments. In September 2013, Metrolinx had concluded that the subway option was "not a worthwhile use of money," but chose not to disclose this prior to council’s July 2016 decision.

By 2017, cost projections for the one-stop Line 2 extension had risen to $3.35 billion and escalated further to $3.9 billion by April 2019. On April 10, 2019, Premier Doug Ford announced reverting back to the three-stop plan with an estimated budget of $5.5 billion and anticipated completion between 2029 and 2030. This initiative also includes acquiring new subway trains for Line 2 intended to replace the existing T1-series fleet.

Replacement bus service

On April 10, 2019, Ontario Premier Doug Ford revealed plans to substitute Line 3 Scarborough with a three-stop extension of Line 2 Bloor–Danforth, aiming for completion by 2030. Nevertheless, on December 10, 2020, Toronto Mayor John Tory suggested that Line 3 was likely to cease operations well before the subway extension was finished. The transit vehicles had surpassed their expected lifespan of 25 years by a decade, leading to frequent breakdowns and diminished dependability. Consequently, the TTC considered replacing Line 3 with bus transit.

In February 2021, the TTC proposed permanently closing Line 3 in 2023 and introducing bus service as a replacement. They dismissed a third refurbishment due to its $522.4 million price tag and questionable reliability outcomes. Two options for bus replacement were presented: acquiring 60 hybrid buses by 2023 at a cost of $374.8 million, or postponing bus purchases until between 2027 and 2030, costing $357.4 million.

By April 2022, the TTC suggested transforming the former Line 3 corridor between Kennedy and Ellesmere stations into a dedicated busway following the line’s closure. Planned stops included Mooregate Avenue / Tara Avenue, Lawrence Avenue East, and Ellesmere Road. Between Ellesmere and Scarborough Centre stations, buses would operate along Ellesmere and Brimley Roads. Midland and McCowan stations were slated for permanent closure due to incompatibility with busway infrastructure. This busway would function until the Line 2 Scarborough subway extension becomes operational; its status beyond that point remains undetermined.

By August 2023, newly elected Mayor Olivia Chow pledged support for the $55 million busway initiative, which is anticipated to require two years for completion.

Toward the end of 2023, the TTC planned to implement dedicated bus lanes on Kennedy Road (northbound) and Midland Avenue (southbound) to facilitate express service between Kennedy and Scarborough Centre stations. These lanes would be marked with red paint and equipped with transit signal priority technology. Upgrading bus platforms at Kennedy and Scarborough Centre stations would necessitate an extra $60 million investment. Travel time using these lanes is estimated at 17–22 minutes compared to the future busway’s projected 15 minutes; by contrast, Line 3’s trip duration was approximately 10 minutes.

Although initially set to close on November 19, 2023, Line 3 service was terminated earlier following a derailment on July 24, 2023. Dedicated bus lanes commenced operation on August 26, 2023, even though construction was not fully completed; they are capable of handling up to 70 buses per hour.

By January 2024, the estimated cost for converting the Line 3 right-of-way into a busway had increased by $12 million to reach $67.9 million, with planning approximately 60% finalized. Subject to city council approval, construction is expected to begin in 2025 and conclude in 2027.

The TTC is rolling out phased bus replacement service as detailed below:

Four phases of Line 3 Scarborough bus replacement service

Effective	Route between Kennedy and Scarborough Centre stations	Travel time (minutes)
July 24 – August 25, 2023	Emergency shuttle operating in mixed traffic via Midland Avenue, Progress Avenue, Brimley Road, and Triton Road.	20–30
August 26 – November 18, 2023	Route 903 Scarborough Centre Express running in temporary reserved lanes on Kennedy Road (northbound), Midland Avenue (southbound), Progress Avenue, Brimley Road, and Triton Road.	18–25
November 19, 2023 – 2027	Extension of eight TTC routes from Scarborough Centre to Kennedy station; buses travel via Kennedy Road (northbound), Midland Avenue (southbound), Ellesmere Road, Brimley Road, and Triton Road with full transit priority.	17–22
2027–2030	Busway constructed along former Line 3 right-of-way between Kennedy and Ellesmere stations; buses continue along Ellesmere Road, Brimley Road, and Triton Road.	15

Repurposing of existing infrastructure

A redevelopment initiative by the TTC for the Line 3 corridor, which includes the elevated segment between Midland and McCowan stations, initially envisioned transforming it into a linear park inspired by New York City's High Line.

In May 2024, plans were unveiled to convert a 4 km portion of the former Line 3 right-of-way—spanning from Kennedy to the now-closed Ellesmere station—into the "Line 3 Busway". The removal of the original tracks commenced in 2024, with construction slated to begin in 2025 and busway services anticipated to launch in 2027. Following the inauguration of the Scarborough Subway Extension, this busway will continue operating, enhancing rapid transit capacity within the area.

External links

• Scarborough Subway Extension (SSE) by Metrolinx
• Line 2 Subway Scarborough (cancelled one-stop SSE) by City of Toronto
• The future of TTC's Line 3 Scarborough (SRT) bus replacement by TTC